Pneumatic tire

ABSTRACT

A tread ( 12 ) of a tire ( 10 ) has a two-layer structure. The tread ( 12 ) includes a base layer ( 23 ) provided on an inside in a radial direction and a cap layer ( 24 ) provided on an outside in the radial direction. The outer peripheral surface of the cap layer ( 24 ) constitutes a tread surface ( 17 ). The tread surface ( 17 ) is provided with a groove ( 18 ). A plurality of circular land portions ( 21 ) is formed by the adjacent grooves ( 18 ). The base layer ( 23 ) is provided with a convex portion ( 26 ) extended in a circumferential direction. A plurality of convex portions ( 26 ) is arranged in an axial direction. A height (h 1 ) of the convex portion ( 26 ) is set to be 15% to 50% of a depth (d 1 ) of the groove ( 18 ). A position (a dimension Δh) of a base bottom portion ( 29 ) of the base layer ( 23 ) based on an inner bottom portion ( 28 ) of the groove ( 18 ) is set at 1.6 mm or less from the inner bottom portion ( 28 ) of the groove ( 18 ).

This application claims priority on Patent Application No. 2003-295764filed in Japan on Aug. 20, 2003.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a pneumatic tire (hereinafter referredto as a “tire”). More specifically, the present invention relates to astructure of a tire in which a tread has a two-layer structure.

2. Description of the Related Art

As shown in FIG. 4, a tire 1 comprises a carcass 2 a, a belt 2 b forreinforcing the carcass 2 a, a sidewall 2 c, a bead 2 d, and a tread 3.The tread 3 includes a tread rubber layer 3 a provided to cover theouter peripheral surfaces of the carcass 2 a and the belt 2 b. The outerperipheral surface of the tread rubber layer 3 a constitutes a treadsurface. A buttress portion 7 is provided in a boundary part between thetread rubber layer 3 a and the sidewall 2 c. The tread rubber layer 3 ais generally constituted by a different kind of rubber from rubbersconstituting the carcass 2 a and the sidewall 2 c. The tread rubber 3 ais provided with a plurality of grooves 4 in a circumferentialdirection. As a result of the formation of the grooves 4, a treadpattern is formed on the outer peripheral surface of the tread rubberlayer 3 a.

In consideration of the durable year of the tire 1, a thickness a of thetread rubber layer 3 a is to be a certain thickness. The reason is thatthe tread rubber layer 3 a is provided to cover the outer peripheralsurfaces of the carcass 2 a and the belt 2 b, and furthermore, thegroove 4 is formed. More specifically, it is necessary to set a depth cof the groove 4 to be a certain depth or more. If the depth c of thegroove 4 is set to be great, however, it is a matter of course that thethickness a of the tread rubber layer 3 a is increased. As a result, theweight of the tire 1 is increased, and furthermore, the high-speeddurability of the tire 1 or the like is deteriorated.

In recent years, a tire to be attached to a vehicle with an increase inthe speed of a vehicle has required a high durability at a high speed.In order to enhance the durability at a high speed, conventionally, thefollowing means has been employed: (1) the thickness a of the treadrubber layer 3 a is set to be small; (2) a band for reinforcing the belt2 b is provided; and (3) the material of a rubber constituting the treadrubber layer 3 a is of a low heat generation type. According to themeans of (1), the amount of heat generated from the tread 3 duringrunning is decreased. Consequently, high-speed running can becontinuously carried out. According to the means of (2), the lifting ofthe belt 2 b and the carcass 2 a in the running is prevented.Consequently, the high-speed running can be continuously carried out.According to the means of (3), the amount of heat generated from thetire during the running is decreased. Consequently, the high-speedrunning can be continuously carried out.

In the case in which the means of (1) is employed, however, it isnecessary to ensure the depth c of the groove 4 to be a certain depth ormore in order to maintain the durable year of the tire 1. Consequently,a dimension b between the bottom of the groove 4 and a tire body isdecreased. If the dimension b is decreased, a ride comfort isdeteriorated and a noise is increased. If the dimension b is decreased,furthermore, a crack is apt to be generated on the bottom of the groove.On the other hand, in the case in which the means of (2) is employed,the weight of the tire 1 is increased. Moreover, the ride comfort isdeteriorated and the noise is increased. Furthermore, the rollingresistance of the tire 1 is increased. In the case in which the means of(3) is employed, the grip force of the tire 1 is reduced so that arunning stability is deteriorated and a braking performance or the likeis degraded.

Under the circumstances, conventionally, the tread rubber layer 3 a hasa two-layer structure including an outer layer 5 and an inner layer 6 inorder to enhance a durability at a high speed while maintaining thedurable year of the tire 1. The outer layer 5 (hereinafter referred toas a “cap layer”) is formed of a rubber having a high gripping propertyand the inner layer 6 (hereinafter referred to as a “base layer”) isformed of a rubber of a low heat generation type.

SUMMARY OF THE INVENTION

The present invention has been made in such a background. It is anobject of the present invention to provide a tire in which the structureof a tread rubber layer (that is, a two-layer structure) is improved,resulting in a further enhancement in a durability at a high speed.

(1) In order to attain the object, a pneumatic tire according to thepresent invention comprises a tread having a base layer and a cap layer.The base layer is provided on an inside in a radial direction and thecap layer is provided on an outside in the radial direction. The outerperipheral surface of the cap layer constitutes a tread surface. Theouter peripheral surface of the cap layer is provided with a groove sothat a plurality of circular land portions is formed on the outerperipheral surface. The base layer is provided with a plurality ofcircular convex portions which is arranged in an axial direction, isprotruded in the radial direction and is extended in a circumferentialdirection. A plurality of circular convex portions is provided in onecircular land portion and a height h thereof is set to be 15% to 50% ofa depth d1 of the groove. A height Δh1 of a base bottom portion of thebase layer is set to be equal to or smaller than 1.6 mm from an innerbottom portion of the groove.

(2) It is preferable that the base layer should be constituted by astirene-butadiene rubber. It is preferable that the base layer shouldhave a hardness set to be lower than that of the cap layer and shouldhave a JIS A hardness set to be 55 to 65. It is preferable that two tofive circular convex portions should be provided in one land portion.

According to the present invention, a durability at a high speed of thetire can be enhanced and a sufficient durable year can be ensured aswill be described in the following examples.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an enlarged sectional view showing the main part of a tireaccording to an embodiment of the present invention,

FIG. 2 is an enlarged sectional view showing the main part of the treadportion of the tire according to the embodiment of the presentinvention,

FIG. 3 is an enlarged sectional view showing the main part of a tireaccording to a variant of the embodiment of the present invention, and

FIG. 4 is a view typically showing the structure of a conventionalgeneral tire.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention will be described below in detail based on apreferred embodiment with reference to the drawings.

FIG. 1 shows a section taken along a plane which passes through thecenter of a tire 10 and is orthogonal to an equator plane E of the tire10. In FIG. 1, a vertical direction is set to be a radial direction ofthe tire 10 and a transverse direction is set to be an axial directionof the tire 10. The tire 10 takes an almost symmetrical shape about theequator plane E, and has a carcass 11, a sidewall 12, a bead 13 and atread 14 and is provided with a belt 15 for reinforcing the carcass 11.

The tread 14 includes a tread rubber layer 16 formed of a crosslinkedrubber. The tread rubber layer 16 is formed to take the shape of analmost circular arc to be outward convex in the radial direction. Theouter peripheral surface of the tread rubber layer 16 constitutes atread surface 17 to come in contact with a road surface. The treadsurface 17 is provided with a groove 18. Consequently, a land portion 19is formed on the tread 14. By the presence of the groove 18 and the landportion 19, a tread pattern is formed. The structure of the tread rubberlayer 16 will be described below in detail.

The sidewall 12 is extended inward in the radial direction from bothends of the tread 14. A buttress portion 22 is provided in a boundarypart between the sidewall 12 and the tread 14. The sidewall 12 is alsoformed of a crosslinked rubber. By a flexure, the sidewall 12 absorbs ashock generated from the road surface. Moreover, the sidewall 12prevents the external damage of the carcass 11.

The bead 13 has a bead core 20. The bead core 20 is formed circularly.The bead core 20 is formed by a plurality of non-extensible wires(typically, wires formed of steel).

The carcass 11 includes a carcass ply 21. The carcass ply 21 constitutesthe frame of the tire 10. The carcass ply 21 is provided along the innerperipheral surfaces of the tread 14, the sidewall 12 and the bead 13 andis laid over the bead core 20. The belt 15 is obtained by covering abelt cord with a crosslinked rubber. The belt 15 covers and reinforcesthe carcass 11.

The carcass 11, the belt 15, the sidewall 12, the bead 13 and the likeare manufactured by a general method which has conventionally beenemployed, and these are constituted integrally in the tire 10 which isformed.

As described above, the tread 14 includes the tread rubber layer 16formed of the crosslinked rubber. The buttress portion 22 is formed inthe boundary part between the tread rubber layer 16 and the sidewall 12.The present embodiment features the structure of the tread rubber layer16. More specifically, the present embodiment is characterized in that:

-   -   (1) the tread rubber layer 16 has a two-layer structure        including a base layer 23 and a cap layer 24;    -   (2) the cap layer 24 is provided with the groove 18 so that the        tread pattern is constituted over the tread surface 17 and the        land portion 19 (the circular land portion) is formed between        the grooves 18; and    -   (3) the base layer 23 is formed to take a shape which will be        described below and is provided in a position which will be        described later.

As shown in FIG. 2, the base layer 23 is formed like a comb protrudedoutward in the radial direction, and the cap layer 24 is provided tocover the base layer 23 at an outside in the radial direction. The baselayer 23 and the cap layer 24 are constituted by a rubber (referred toas a “tread rubber”), respectively. The base layer 23 and the cap layer24 are constituted by heating (crosslinking), for a predetermined time,a base material (rubber) to which a crosslinking agent or anothercompound is added. For the base material, it is possible to employ anatural rubber (NR), a stirene-butadiene rubber (SBR), a butadienerubber (BR), an isoprene rubber (IR) or their mixtures, andparticularly, it is preferable that the stirene-butadiene rubber (SBR)should be employed. Carbon black, silica or the like may be added as areinforcing agent to the base material. Moreover, other various fillersmay be added to the base material.

In the present embodiment, these reinforcing agents and the like areused. Therefore, the hardness of the base layer 23 is different fromthat of the cap layer 24. More specifically, the hardness of the baselayer 23 has a JIS A hardness set to be 60 and the hardness of the caplayer 24 has a JIS A hardness set to be 64. The hardnesses of the baselayer 23 and the cap layer 24 are not restricted to these values. It ispreferable that the hardness of the base layer 23 should be set to besmaller than that of the cap layer 24 and both of the hardnesses shouldhave the JIS A hardnesses set to be 55 to 65.

The groove 18 is provided on the outer peripheral surface of the caplayer 24 (the tread surface 17). The groove 18 is formed circularly onthe tread surface 17 in the circumferential direction. In the presentembodiment, the groove 18 is provided in the central part of the treadsurface 17, and is provided symmetrically in an axial direction aboutthe central part (see FIG. 1). Indeed, it is a matter of course that alarge number of grooves 18 may be provided, and may be providedasymmetrically based on the equator plane E.

As shown in FIG. 2, the groove 18 is formed in such a manner that aninternal wall surface thereof takes an almost U shape. In the presentembodiment, a thickness D of the tread rubber layer 16 is set to be 10mm and a depth d1 of the groove 18 is set to be 8.2 mm. Accordingly, asubtread gauge H1 is set to be 1.8 mm. The subtread gauge H1 representsa distance between an inner bottom portion 28 of the groove 18 and abottom face 25 of the tread rubber layer 16. These dimensions D, d1 andH1 are properly designed and changed according to the specifications ofa tire.

The base layer 23 is formed like a comb as described above, and includesa plurality of convex portions 26 (circular convex portions) as shown inFIG. 2. As shown in FIG. 1, these base layers 23 are arranged in theaxial direction of the tire 10 and the convex portion 26 of each baselayer 23 is provided to be buried in the land portion 19. Morespecifically, as shown in FIG. 2, the base layer 23 has four convexportions 26. Each of the convex portions 26 is arranged in the radialdirection (the transverse direction in FIG. 2), and the adjacent convexportions 26 are provided smoothly and continuously by a circular arcportion 27. Although the number of the convex portions 26 is notrestricted to four, it is preferable that the number of the convexportions 26 to be provided in one land portion 19 should be two to five.

A height h1 of the convex portion 26 is properly set to be 15% to 50% ofthe depth d1 of the groove 18. The height h1 of the convex portion 26represents a distance between the top portion of the convex portion 26and the inner bottom portion 28 of the groove 18. On the other hand, adimension H from a base bottom portion 29 of the circular arc portion 27(the base bottom portion of the base layer) to the tread surface 17 isset to be 8.0 mm. Since the thickness D of the tread rubber layer 16 isset to be 10 mm, accordingly, a dimension h2 from the base bottomportion 29 of the circular arc portion 27 to the bottom face 25 of thetread rubber layer 16 is set to be 2.0 mm.

A ratio of the base layer 23 to the cap layer 24 can be variouslydesigned and changed. The ratio of the base layer 23 to the cap layer 24represents a ratio of the dimension h2 to the dimension H. The ratio ispreferably set to be h2:H=10:90 to 40:60, and furthermore, is morepreferably set to be h2:H=20:80 to 30:70.

The base bottom portion 29 is placed in a position having a dimension Δhon the basis of the inner bottom portion 28 of the groove 18 and Δh≦1.6mm is set. Thus, the dimension Δh is set to be 1.6 mm or less so thatthe following effects can be obtained.

If the dimension Δh is set to be greater than 1.6 mm, the base layer 23is wholly exposed so that the grip force of the tire 10 tends to begreatly reduced at the last stage of the wear of the tire 10 (usually ata time that the depth of the groove 18 is 1.6 mm). However, Δh≦1.6 mm isset as in the present embodiment so that a rate at which the cap layer24 remains on the tread surface 17 is increased at the last stage of thewear of the tire 10. Accordingly, a reduction in the grip force of thetire 10 can be suppressed.

While the base bottom portion 29 is placed on an outside in the radialdirection (above in FIG. 2) on the basis of the inner bottom portion 28of the groove 18 in the present embodiment, it is not restricted. Thebase bottom portion 29 may be positioned on an inside in the radialdirection (below in FIG. 2) on the basis of the inner bottom portion 28of the groove 18.

While the base layer 23 is constituted to be formed in each land portion19 as shown in FIG. 1 in the present embodiment, such a structure is notrestricted. As shown in FIG. 3, a thin film layer 30 may be provided inthe lower part of each base layer 23 (an inside in the radial direction)and each base layer 23 may be provided continuously through the thinfilm layer 30. The base layer 23 is thus provided continuously so thatthe following advantages can be obtained.

When the tire 10 is to be manufactured, a rubber sheet constituting thetread rubber layer 16 is subjected to extrusion molding. Morespecifically, a rubber constituting the cap layer 24 and a rubberconstituting the base layer 23 are fed separately to one die plate andare extruded at the same time. Thus, the rubber sheet constituting thetread rubber layer 16 is formed. In the case in which the base layer 23is continuously provided through the thin film layer 30, accordingly,there is an advantage that a molding work using the die plate can easilybe carried out. Moreover, the thin film layer 30 is provided so that therate of the area of the base layer 23 over the section of the treadlayer 16 is increased and the heat generation of the tire 10 can besuppressed still more. As a result, it is possible to enhance adurability at a high speed of the tire 10.

EXAMPLES

Although the advantages of the present invention will be apparent belowfrom examples, the present invention is not construed to be restrictedto the description of the examples.

Table 1 shows the result of the execution of a comparison test over aconventional tire (comparative examples 1 to 4) for a durability at ahigh speed of a tire according to each of examples 1 to 8 of the presentinvention. This test is a durability test (JIS D4230) at a high speed bymeans of a drum testing machine based on JIS.

The specification of the tire according to each of the examples and thecomparative examples is 225/55R16 (summer tire) 94V. The drum of thedrum testing machine to be used in this test has a diameter of 1.7 m±1%.An initial speed in the test was set to be 240 km/h. Based on the JIS,the test was divided into six stages. The test was sequentially carriedout from a first stage and a time required for the test in each stage is10 minutes (JIS4230 D). In this test, the time required for the test wasset to be 10 minutes from the first stage to a fourth stage and was setto be 20 minutes in fifth and sixth stages. In each of the examples andthe comparative examples, a durability at a high speed of the tire isevaluated based on the stage of the test and the time required for thetest when the tire is broken. This is indicated in a column of “breakingspeed·time” in the Table 1.

The details of the tire according to each of the examples and thecomparative examples are as follows.

Example 1

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 80% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 20% and the rubberhardness is 60. The number of convex portions is two. A height h1 of theconvex portion is 3 mm which is 37% of a depth d1 of the groove.

Example 2

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 80% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 20% and the rubberhardness is 60. The number of convex portions is three. A height h1 ofthe convex portion is 3 mm which is 37% of a depth d1 of the groove.

Example 3

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 80% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 20% and the rubberhardness is 60. The number of convex portions is four. A height h1 ofthe convex portion is 3 mm which is 37% of a depth d1 of the groove.

Example 4

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 80% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 20% and the rubberhardness is 60. The number of convex portions is five. A height h1 ofthe convex portion is 3 mm which is 37% of a depth d1 of the groove.

Example 5

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 80% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 20% and the rubberhardness is 60. The number of convex portions is six. A height h1 of theconvex portion is 3 mm which is 37% of a depth d1 of the groove.

Example 6

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 60% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 40% and the rubberhardness is 60. The number of convex portions is three. A height h1 ofthe convex portion is 4 mm which is 49% of a depth d1 of the groove.

Example 7

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 60% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 40% and the rubberhardness is 60. The number of convex portions is three. A height h1 ofthe convex portion is 2 mm which is 24% of a depth d1 of the groove.

Example 8

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 60% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 40% and the rubberhardness is 60. The number of convex portions is three. A height h1 ofthe convex portion is 1.5 mm which is 18% of a depth d1 of the groove.

Comparative Example 1

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 80% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 20% and the rubberhardness is 60. The number of convex portions is zero.

Comparative Example 2

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 80% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 20% and the rubberhardness is 60. The number of convex portions is one. A height h1 of theconvex portion is 3 mm which is 37% of a depth d1 of the groove.

Comparative Example 3

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 60% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 40% and the rubberhardness is 60. The number of convex portions is three. A height h1 ofthe convex portion is 5 mm which is 61% of a depth d1 of the groove.

Comparative Example 4

A tread rubber layer has a thickness of 10.0 mm and a groove has a depthof 8.2 mm. For a cap layer, a ratio to the tread rubber layer is 60% anda rubber hardness (JIS A hardness) is 64. On the other hand, for a baselayer, the ratio to the tread rubber layer is 40% and the rubberhardness is 60. The number of convex portions is three. A height h1 ofthe convex portion is 1 mm which is 12% of a depth d1 of the groove.TABLE 1 Comp. Comp. Comp. Comp. Exam- Exam- Exam- Exam- Exam- Exam-Exam- Exam- Exam- Exam- Exam- Exam- ple 1 ple 2 ple 3 ple 4 ple 5 ple 6ple 7 ple 8 ple 1 ple 2 ple 3 ple 4 Cap rubber Ratio (%) 80 80 80 80 8060 60 60 80 80 60 60 Rubber hardness (JISA) 64 64 64 64 64 64 64 64 6464 64 64 Base rubber Ratio (%) 20 20 20 20 20 40 40 40 20 20 40 40Rubber hardness (JISA) 60 60 60 60 60 60 60 60 60 60 60 60 Number ofcovex portions 2 3 4 5 6 3 3 3 0 1 3 3 Height of covex 3 3 3 3 3 4 2 1.50 3 5 1 portion (mm) Ratio of height of 37 37 37 37 37 49 24 18 0 37 6112 convex portion (%) Durability at high speed Braking speed · 280-8280-15 280-7 280-9 270-18 280-17 280-7 280-5 270-5 270-6 270-16 270-13time (km/h-min)

As shown in the Table 1, the tire is broken in a speed region of 280km/h in each of the examples. In each of the comparative examples, thetire is broken in a speed region of 270 km/h. Accordingly, it isapparent that the tire according to each of the examples is excellent inthe durability at a high speed.

1. A pneumatic tire comprising a tread having a base layer provided onan inside in a radial direction and a cap layer provided on an outsidein the radial direction and provided with a groove on an outerperipheral surface constituting a tread surface, thereby forming aplurality of circular land portions, wherein the base layer is providedwith a plurality of circular convex portions which is arranged in anaxial direction, is protruded in the radial direction and is extended ina circumferential direction, a plurality of circular convex portions isprovided in one circular land portion and a height h1 thereof is set tobe 15% to 50% of a depth d1 of the groove, and a height Δh of a basebottom portion of the base layer is set to be equal to or smaller than1.6 mm from an inner bottom portion of the groove.
 2. The pneumatic tireaccording to claim 1, wherein the base layer is constituted by astirene-butadiene rubber.
 3. The pneumatic tire according to claim 1,wherein the base layer has a hardness set to be lower than that of thecap layer and has a JIS A hardness set to be 55 to
 65. 4. The pneumatictire according to claim 1, wherein two to five circular convex portionsare provided in one circular land portion.